Cessna 414A accident near Sturgis, Michigan, January 6, 2002
On January 6, 2002 at about 5:30 pm local time, a Cessna 414A, registered N6560C, was substantially damaged in an accident near Sturgis, Michigan (Kirsch Municipal Airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries; 1 other was unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the inadequate in-flight emergency planning/decision, the checklist not followed and excessive approach altitude by the pilot. Contributing factors were the loose oil return line and weather.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 6, 2002 · about 5:30 pm local time
- Place
- Sturgis, Michigan · Kirsch Municipal Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries; 1 other was unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 414A · all 414As on the register
- Registration
- N6560C · no longer on the register · serial 414A0013
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot attempted a single engine missed approach to the departure airport following a loss of right engine power during the departure climb phase of flight. The pilot reported that he was high on the approach and then feathered the propeller when the missed approach was executed. Instrument meteorological conditions prevailed at the time of the accident. Graphical performance data for the airplane shows a positive climb rate, at field conditions, of approximately 340 fpm based upon the airplanes checklist configuration for single engine flight. The data also shows a loss of single engine climb performance of 400 fpm if the propeller is not feathered in addition to a loss of 200 fpm with a flap setting of 15 degrees. Examination of the right engine revealed that the oil return line from the turbocharger to the scavenge oil pump was disconnected and did not exhibited stripping of the connectors threads. Removal of the engine’s oil pan also revealed the presence of metallic debris. Engine logbook information indicates that the last recorded maintenance performed on the engine was the engine's installation 31.7 hours prior to the accident.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,051 hours in all; 723 in this make and model; 23 in the last 90 days; 10 in the last 30 days; 1,956 as pilot in command
- Last flight review: August 20, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 2,570.7 hours
- Last inspection: annual inspection, January 19, 2001; 39.4 hours since
- Maximum gross weight: 7,105 lb
- Seats: 8
- Landing gear: retractable
- Engine 1: Continental TSIO-520N (piston); 0 hours total
- Engine 2: Continental TSIO-520N (piston); 0 hours total
The flight
- Departed from: IRS Sturgis MI at 5:10 pm
- Destination: BAZ New Braunfels TX
- Flight plan: IFR
- Runway 18, 5,700 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 6 knots
- Visibility: 2 statute miles
- Sky: overcast at 700 ft; clear
- Temperature: 34°F (1°C), dew point 30°F (-1°C)
- Altimeter: 29.75 inHg
- Observation at 5:16 pm from IRS, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.